A motorcycle includes a transmission, an ECU, an engine and a transmission operating mechanism. The engine has a crank. The transmission operating mechanism includes a shift pedal and a load sensor. The load sensor detects an operation of the shift pedal by a driver, and applies a detected value to the ECU. The ECU decreases an output of the engine when a torque (driving force) having at least a predetermined value is transmitted from the crank to the transmission when a shift operation of the driver is detected by the load sensor. Moreover, the ECU does not decrease the output when the torque transmitted from the crank to the transmission is less than the predetermined value when the shift operation of the driver is detected by the load sensor.
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1. A control system that adjusts an output of an engine in a vehicle including a transmission that transmits a torque generated by the engine depending on an accelerator operation amount to a drive wheel, the control system comprising:
a detector that detects a shift operation of the transmission by a driver; and
an engine output adjuster that, when the shift operation of the transmission is detected by the detector, decreases the output of the engine when the torque is at least a first value in a driving state where the torque is transmitted from the engine to the transmission and does not decrease the output when the torque is less than the first value in the driving state.
14. A vehicle comprising:
a drive wheel;
an engine that generates a torque for turning the drive wheel depending on an accelerator operation amount;
a transmission that transmits the torque generated by the engine to the drive wheel; and
a control system that adjusts an output of the engine, wherein the control system includes:
a detector that detects a shift operation of the transmission by a driver; and
an engine output adjuster that, when the shift operation of the transmission is detected by the detector, decreases the output of the engine when the torque is at least a first value in a driving state where the torque is transmitted from the engine to the transmission and does not decrease the output when the torque is less than the first value in the driving state.
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1. Field of the Invention
The present invention relates to a control system that assists a shifting operation of a transmission and a vehicle including the same.
2. Description of the Related Art
When operating a gearshift in a vehicle with a manual transmission, first, a driver usually disconnects a clutch. Thus, power transmission from a crankshaft of an engine to a main shaft of the transmission is stopped, so that gears are easily disconnected. In this state, the driver performs a shifting operation and changes gear positions. Finally, the driver connects the clutch, so that the power is transmitted from the crankshaft to the main shaft. In this way, the gearshift is completed.
During a race or other high speed activities, the gearshift is required to be operated quickly. Therefore, in some situations, the driver operates the gearshift without a clutch operation (hereinafter referred to as “clutchless shifting”). In such situations, since the gearshift is operated while the power is being transmitted from the crankshaft to the main shaft, it is difficult to disconnect the gears. Thus, the driver must adjust an output of the engine so that the gears can be easily disconnected.
The adjustment of the output of the engine, described above, is difficult for a less skilled driver. Therefore, if the less skilled driver performs the clutchless shifting, in some cases, the gearshift cannot be performed smoothly.
Conventionally, a device that controls the output of the engine during the clutchless shifting has been developed (see JP 2813009 B, for example).
In a transmission device for the vehicle described in JP 2813009 B, when an up-shifting operation is performed by the driver and a torque is transmitted from the engine to a drive wheel, an output torque of the engine is temporarily decreased. Accordingly, a transmission torque of a transmission mechanism is decreased, so that the up-shifting can be performed without the clutch operation.
In addition, when a down-shifting operation is performed by the driver and the torque is transmitted from the drive wheel to the engine, the output torque of the engine is temporarily increased. Thus, the transmission torque of the transmission mechanism is decreased, so that the down-shifting can be performed without the clutch operation.
In the transmission device for the vehicle of the above-described JP 2813009 B, a determination as to whether the output torque of the engine is increased or decreased is made based on transmission directions of the torque that is detected by a torque direction sensor.
However, if the output torque of the engine is adjusted based on the transmission directions of the torque, unnecessary adjustments of the torque are performed in some cases. This produces uncomfortable feelings to the driver.
In order to overcome the problems described above, preferred embodiments of the present invention provide a control system that enables comfortable driving of a vehicle with outstanding drivability, and the vehicle including the same.
According to a preferred embodiment of the present invention, a control system that adjusts an output of an engine in a vehicle including a transmission that transmits a torque generated by the engine depending on an accelerator operation amount to a drive wheel includes a detector that detects a shift operation of the transmission by a driver, and an engine output adjuster that, when the shift operation of the transmission is detected by the detector, decreases the output of the engine when the torque is at least a first value in a driving state where the torque is transmitted from the engine to the transmission and does not decrease the output when the torque is less than the first value in the driving state.
According to the control system, the shift operation of the transmission is detected by the detector. The output of the engine is decreased by the engine output adjuster when a (transmitted) torque is at least the first value in the driving state where the torque is transmitted from the engine to the transmission when the shift operation is detected by the detector. Moreover, the output of the engine is not decreased when the torque is less than the first value in the driving state when the shift operation is detected by the detector.
In this case, since the output of the engine is decreased when the driver performs the shift operation in the driving state, the torque transmitted between an input shaft and an output shaft of the transmission is decreased. This decreases the engaging force of a gear on the input shaft side with a gear on the output shaft side in the transmission, so that those gears can be easily moved away from each other. As a result, the driver can easily perform the clutchless shifting.
Furthermore, the output of the engine is not decreased when the torque is less than the first value in the driving state. Here, when the torque is less than the first value in the driving state, the torque transmitted between the input shaft and the output shaft in the transmission is small. In this case, a large engaging force of the gear on the input shaft side with the gear on the output shaft side in the transmission is not generated. Accordingly, the driver can easily perform the clutchless shifting even though the output of the engine is not decreased. In this case, shock in the vehicle due to the decrease in the output of the engine does not occur. This prevents the uncomfortable feelings experienced by the driver and improves the drivability of the vehicle.
The results described above enable comfortable driving of the vehicle.
The engine output adjuster may not decrease the output regardless of the value of the torque in the driving state when a rotation speed of the engine is less than a second value when the shift operation of the transmission is detected by the detector.
In this case, the transmission is brought into the state where the gearshift is difficult to operate when the vehicle is driven at a low speed. This prevents a rapid change in the speed of the vehicle during the low speed driving. As a result, a drive wheel is prevented from slipping, and the drivability of the vehicle is improved.
The engine output adjuster may not decrease the output regardless of the value of the torque in the driving state when a speed of the vehicle is less than a third value when the shift operation of the transmission is detected by the detector.
In this case, the transmission is brought into the state where the gearshift is difficult to operate when the vehicle is driven at the low speed. This prevents the rapid change in the speed of the vehicle during the low speed driving. As a result, the drive wheel is prevented from slipping, and the drivability of the vehicle is improved.
When the down-shifting operation of the transmission is detected by the detector, the engine output adjuster may increase the output of the engine when the torque is at least a fourth value in a driven state where the torque is transmitted from the transmission to the engine and the engine output adjuster may not increase the output when the torque is less than the fourth value in the driven state.
According to this control system, the output of the engine is increased by the engine output adjuster when the (transmitted) torque is at least the fourth value in the driven state where the torque is transmitted from the transmission to the engine when the down-shifting operation is detected by the detector. Moreover, the output of the engine is not increased when the torque is smaller than the fourth value in the driven state when the down-shifting operation is detected by the detector.
In this case, since the output of the engine is increased when the driver performs the down-shifting operation in the driven state, the torque transmitted between the input shaft and the output shaft of the transmission is decreased. Thus, the engaging force of the gear on the input shaft side with the gear on the output shaft side in the transmission is decreased, so that the gears can be easily moved away from each other. This enables the driver to easily perform the clutchless shifting.
In addition, the output of the engine is not increased when the torque is less than the fourth value in the driven state. Here, when the torque is less than the fourth value in the driven state, the torque transmitted between the input shaft and the output shaft of the transmission is small. In this case, a large engaging force of the gear on the input shaft side with the gear on the output shaft side in the transmission is not generated. Accordingly, the driver can easily perform the clutchless shifting even though the output of the engine is not increased. In this case, the shock in the vehicle due to the increase of the output of the engine does not occur. This prevents the driver from having uncomfortable feelings, and improves the drivability of the vehicle.
The results above enable comfortable driving of the vehicle.
The engine output adjuster may not increase the output regardless of the value of the torque in the driven state or the value of the torque in the driving state when the rotation speed of the engine is less than the second value when the down-shifting operation of the transmission is detected by the detector.
In this case, the transmission is brought into the state where the gearshift is difficult to operate when the vehicle is driven at the low speed. In addition, a rapid increase in the output of the engine is prevented during the low speed driving. These conditions prevent a rapid increase in the speed of the vehicle during the low speed driving. As a result, the drive wheel is prevented from slipping and the drivability of the vehicle is improved.
The engine output adjuster may not increase the output regardless of the value of the torque in the driven state or the value of the torque in the driving state when the speed of the vehicle is less than the third value when the down-shifting operation of the transmission is detected by the detector.
In this case, the transmission is brought into the state where the gearshift is difficult to operate when the vehicle is driven at the low speed. Furthermore, the rapid increase in the output of the engine is prevented during the low speed driving. Thus, the rapid increase in the speed of the vehicle is prevented during the low speed driving. As a result, the drive wheel is prevented from slipping and the drivability of the vehicle is improved.
The control system may further include a notifier that provides notification to urge the driver to stop the shift operation when the torque in the driven state is at least the fourth value when the up-shifting operation of the transmission is detected by the detector.
In this case, the driver can easily recognize that the transmission is in the state where the gearshift is difficult to operate by confirming the notifier. Thus, the driver can stop the shift operation quickly. As a result, the drivability of the vehicle is further improved.
The control system may further include a throttle valve for adjusting an amount of air introduced into the engine, and the engine output adjuster may determine whether or not the torque is at least the first value based on the rotation speed of the engine and an opening of the throttle valve.
In this case, since a device for detecting the torque transmitted between the engine and the transmission is not required, the control system can be simply constructed. This reduces the cost of the vehicle.
The first value may be preset based on the rotation speed of the engine and the opening of the throttle valve.
In this case, the first value can be appropriately set depending on the rotation speed of the engine and the opening of the throttle valve. Thus, the driver can perform the clutchless shifting easily and reliably.
The control system may further include a throttle valve for adjusting an amount of air introduced into the engine, and the engine output adjuster may determine whether or not the torque is at least the fourth value based on the rotation speed of the engine and an opening of the throttle valve.
In this case, since the device for detecting the torque transmitted between the engine and the transmission is not required, the control system can be simply constructed. This reduces the cost of the vehicle.
The fourth value may be preset based on the rotation speed of the engine and the opening of the throttle valve.
In this case, the fourth value can be appropriately set depending on the rotation speed of the engine and the opening of the throttle valve. Accordingly, the driver can perform the clutchless shifting easily and reliably.
According to another preferred embodiment of the present invention, a vehicle includes a drive wheel, an engine that generates a torque for turning the drive wheel depending on an accelerator operation amount, a transmission that transmits the torque generated by the engine to the drive wheel, and a control system that adjusts an output of the engine, wherein the control system includes a detector that detects a shift operation of the transmission by a driver, and an engine output adjuster that, when the shift operation of the transmission is detected by the detector, decreases the output of the engine when the torque is at least a first value in a driving state where the torque is transmitted from the engine to the transmission and does not decrease the output when the torque is less than the first value in the driving state.
According to the vehicle, the torque generated by the engine is transmitted to the drive wheel through the transmission. Thus, the drive wheel is driven.
Furthermore, the shift operation of the transmission is detected by the detector in the control system. Then, the output of the engine is decreased by the engine output adjuster when the (transmitted) torque is at least the first value in the driving state where the torque is transmitted from the engine to the transmission when the shift operation is detected by the detector. Moreover, the output of the engine is not decreased when the torque is less than the first value in the driving state when the shift operation is detected by the detector.
In this case, since the output of the engine is decreased when the driver performs the shift operation in the driving state, the torque transmitted between the input shaft and the output shaft of the transmission is decreased. Thus, the engaging force of the gear on the input shaft side with the gear on the output shaft side in the transmission is decreased, so that the gears can be easily moved away from each other. As a result, the driver can easily perform the clutchless shifting.
Furthermore, the output of the engine is not decreased when the torque is less than the first value in the driving state. Here, when the torque is less than the first value in the driving state, the torque transmitted between the input shaft and the output shaft of the transmission is small. In this case, a large engaging force of the gear on the input shaft side with the gear on the output shaft side in the transmission is not generated. Thus, the driver can easily perform the clutchless shifting even though the output of the engine is not decreased. In this case, the shock in the vehicle due to the decrease in the output of the engine does not occur. This prevents the driver from having uncomfortable feelings, and improves the drivability of the vehicle.
The results above enable comfortable driving of the vehicle.
Other features, elements, characteristics, and advantages of the present invention will become more apparent from the following description of preferred embodiments of the present invention with reference to the attached drawings.
A control system and a vehicle including the same according to preferred embodiments of the present invention will now be described with reference to the drawings. Note that a motorcycle as an example of the vehicle will be described below.
(1) General Structure of a Motorcycle
In the motorcycle 100 of
The handle 105 is provided with an accelerator grip 106, an accelerator opening sensor SE1 and a notification lamp 60. The accelerator opening sensor SE1 detects an operation amount of the accelerator grip 106 by a driver (hereinafter referred to as “an accelerator opening”). The notification lamp 60 will be described later.
An engine 107 is provided at the center of the body frame 101. An intake pipe 79 and an exhaust pipe 118 are attached to the engine 107. A crankcase 109 is attached to the lower portion of the engine 107. A crank angle sensor SE2 is provided in the crankcase 109. The crank angle sensor SE2 detects the rotation angle of a crank 2, described later (see
A throttle sensor SE3 is provided in the intake pipe 79. The throttle sensor SE3 detects the opening of an electronically controlled throttle valve (ETV) 82 (see
A transmission case 110 coupled to the crankcase 109 is provided at the lower portion of the body frame 101. A shift cam rotation angle sensor SE4, a drive shaft rotation speed sensor SE5 as well as a transmission 5 (see
The shift cam rotation angle sensor SE4 detects the rotation angle of a shift cam 7b (see
A transmission operating mechanism 111 is provided on the side portion of the transmission case 110. The transmission operating mechanism 111 includes a shift pedal 11, a first coupling arm 12, a load sensor SE6, a second coupling arm 13, a pivot arm 14 and a pivot shaft 15. One end of the pivot shaft 15 is fixed to the pivot arm 14, and the other end thereof is coupled to the shift mechanism 7 (see
For example, when up-shifting the transmission 5, the driver depresses the shift pedal 11 to turn it in a clockwise direction (the direction indicated by the arrow in
The load sensor SE6 preferably includes a load cell such as an elastic load cell (a strain gauge type, an electrostatic capacitance type or the like) or a magnetostrictive load cell, for example, and detects a tensile load and a compressive load acting on the load sensor SE6. When the driver turns the shift pedal 11 in the clockwise direction (an up-shifting operation), the tensile load acts on the load sensor SE6. When the driver turns the shift pedal 11 in the counterclockwise direction (a down-shifting operation), the compressive load acts on the load sensor SE6.
A fuel tank 112 is provided above the engine 107 and a seat 113 is provided in the rear of the fuel tank 112. An ECU (Electronic Control Unit) 50 is provided under the seat 113.
As shown in
The CPU 502 controls the operation of the engine 107 based on the values detected by the respective sensors SE1-SE6, as described later. The ROM 503 stores a control program for the CPU 502. The RAM 504 functions as a work area for the CPU 502 while storing a first to sixth threshold values and the like, described later.
A rear arm 114 is connected to the body frame 101 so as to extend to the rear of the engine 107. A rear wheel 115 and a rear wheel driven sprocket 116 are rotatably held by the rear arm 114. A chain 117 is attached to the rear wheel driven sprocket 116.
One end of an exhaust pipe 118 is attached to an exhaust port of the engine 107. The other end of the exhaust pipe 118 is attached to a muffler 119.
(2) Transmission Mechanism
As shown in
The torque (driving force) generated by the engine 107 of
Note that transmission gears 5c1 and 5c2 of the plurality of transmission gears 5c and transmission gears 5d1 and 5d2 of the plurality of transmission gears 5d are shown in
The transmission gear 5c1 is mounted on the main shaft 5a in a serration structure. That is, the transmission gear 5c1 is movable in the axial direction of the main shaft 5a, while being fixed to the main shaft 5a in the rotational direction of the main shaft 5a. Therefore, the rotation of the main shaft 5a causes the transmission gear 5c1 to rotate. The transmission gear 5c2 is rotatably mounted on the main shaft 5a while being inhibited from moving in the axial direction of the main shaft 5a.
The transmission gear 5d1 is rotatably mounted on the drive shaft 5b while being inhibited from moving in the axial direction of the drive shaft 5b. When the transmission gear 5c1 and the transmission gear 5d1 are engaged with each other, the rotation of the main shaft 5a causes the transmission gear 5d1 to rotate as shown in
The transmission gear 5d2 is mounted on the drive shaft 5b in the serration structure. That is, the transmission gear 5d2 is movable in the axial direction of the drive shaft 5b while being fixed to the drive shaft 5b in the rotational direction of the drive shaft 5b. Therefore, the rotation of the transmission gear 5d2 causes the drive shaft 5b to rotate.
As shown in
As shown in
Note that when the transmission gear 5c1 in the state of
In the transmission 5, a transmission path of the torque (driving force) from the main shaft 5a to the drive shaft 5b can be changed by moving the sliding gears to change the combination of the sliding gears and the fixed gears, as described above. Thus, the rotational speed of the drive shaft 5b can be changed. Note that the sliding gears are moved by a shift arm 7a, described later.
As shown in
As described above, when the driver turns the shift pedal 11, the pivot shaft 15 is turned accordingly. With the pivot shaft 15 turned, the shift arm 7a is turned at one end as a central axis. This causes the shift cam 7b to turn.
The turn of the shift cam 7b causes the shift forks 7c to move along the cam grooves 7d, respectively. Accordingly, the sliding gears are moved, so that the transmission path of the torque (driving force) from the main shaft 5a to the drive shaft 5b is changed. That is, a gear ratio of the transmission 5 is changed.
(3) Relationship Between the Engine Output and the Transmission Gears
In general, when shifting the gears of the transmission 5 (hereinafter referred to as “the gearshift”), the driver operates a clutch lever (not shown) to disconnect the clutch 3 (
As described above, the convex-shaped dogs are formed on the sliding gears of the plurality of transmission gears 5c, 5d, and the concave-shaped dog holes, with which the dogs are engaged are formed on the fixed gears of the plurality of transmission gears 5c, 5d.
As shown in
In the driving state of the engine 107, a front side surface of the dog 54 in the moving direction thereof abuts against a front side surface of the dog hole 52 in the moving direction thereof, as shown in
Here, when the driver disconnects the clutch 3 (
Furthermore, in the driven state of the engine 107, a rear side surface of the dog 54 in the moving direction thereof abuts against a rear side surface of the dog hole 52 in the moving direction thereof, as shown in
Here, when the driver disconnects the clutch 3 (
(4) Control of the Output of the Engine
In the present preferred embodiment, the CPU 502 of the ECU 50 (
(4-1) Relationship Between the Engine and Each Part
As shown in
An intake valve 76 capable of opening and closing is provided at a downstream open end 74a of the intake port 74, and an exhaust valve 77 capable of opening and closing is provided at an upstream open end 75a of the exhaust port 75. The intake valve 76 and the exhaust valve 77 are driven by a conventional cam mechanism. Above the combustion chamber 73, an ignition plug 78 is provided to perform a spark ignition in the combustion chamber 73.
The intake pipe 79 and the exhaust pipe 118 are attached to the engine 107 so as to communicate with the intake port 74 and the exhaust port 75, respectively. The injector 108 for supplying a fuel into the cylinder 71 is provided in the intake pipe 79. In addition, the electronically controlled throttle valve (ETV) 82 is provided in the intake pipe 79.
In the actuation of the engine 107, air is taken from the intake port 74 into the combustion chamber 73 through the intake pipe 79 while the fuel is supplied into the combustion chamber 73 by the injector 108. Accordingly, a fuel-air mixture is produced in the combustion chamber 73, and the spark ignition is performed on the air-fuel mixture by the ignition plug 78. A burned gas produced by the combustion of the fuel-air mixture in the combustion chamber 73 is exhausted from the exhaust port 75 through the exhaust pipe 118.
The values detected by the accelerator opening sensor SE1, the crank angle sensor SE2, the throttle sensor SE3, the shift cam rotation angle sensor SE4, the drive shaft rotation speed sensor SE5 and the load sensor SE6 are applied to the ECU 50.
(4-2) Control Operation of the CPU
(a) Outline
In the present preferred embodiment, the CPU 502 of the ECU 50 (
Moreover, the CPU 502 detects the shift operation performed by the driver based on the detected value of the load sensor SE6. Then, when detecting the shift operation by the driver, the CPU 502 determines in which state the engine 107 is among the driving state, the driven state and a boundary state (the intermediate state between the driving state and the driven state), described later, based on the values detected by the crank angle sensor SE2 and the throttle sensor SE3. Based on this determination, the CPU 502 adjusts the output of the engine 107. In addition, the CPU 502 determines whether or not the gearshift is completed based on the value detected by the shift cam rotation angle sensor SE4 and finishes the output adjustment of the engine 107 if the gearshift is determined to be completed.
For example, when the up-shifting operation or the down-shifting operation is performed by the driver while the engine 107 is in the driving state, the output of the engine 107 is temporarily decreased by the CPU 502. Specifically, the output of the engine 107 is temporarily decreased by the CPU 502 so as to be less than the output of the engine 107 that is determined based on the accelerator opening at the time.
Alternatively, when the down-shifting operation is performed by the driver while the engine 107 is in the driven state, the output of the engine 107 is temporarily increased by the CPU 502. Specifically, the output of the engine 107 is temporarily increased by the CPU 502 so as to be greater than the output of the engine 107 that is determined based on the accelerator opening at the time. Note that the output adjustment of the engine 107 is not performed by the CPU 502 while the engine 107 is in the boundary state.
Note that the CPU 502 decreases the output of the engine 107 by, for example, stopping the spark ignition of the fuel-air mixture performed by the ignition plug 78 (
Details of the control operation of the CPU 502 will be described with reference to the drawings.
(b) Determination Method of the Driving State, the Boundary State and the Driven State
First, a determination method of the state of the engine 107 (the driving state, the boundary state and the driven state) is described. In the present preferred embodiment, the CPU 502 determines in which state the engine 107 is among the driving state, the boundary state and the driven state based on data that show the relationship between the rotation speed of the engine 107 (
In
In the present preferred embodiment, a strip-shaped region in between two parallel straight lines circumscribing the dotted line a (the region between the one-dot and dash line b and the one-dot and dash line c) is defined as a boundary region A while a region below the one-dot and dash line b is defined as a driving region B and a region above the one-dot and dash line c is defined as a driven region C.
In the determination of the state (the driving state, the boundary state and the driven state) of the engine 107, the CPU 502 calculates the rotation speed of the engine 107 based on the value detected by the crank angle sensor SE2. Then, the CPU 502 determines to which one of the above three regions the relationship between the engine 107 and the throttle opening belongs based on the calculated rotation speed and the detected value of the throttle sensor SE3. In this manner, the CPU 502 determines in which state the engine 107 is among the driving state, the boundary state and the driven state.
For example, the state where the rotation speed of the engine 107 is 6000 rpm and the throttle opening is 12 degrees belongs to the driving region B. In this case, the CPU 502 determines that the engine 107 is in the driving state.
Moreover, the state where the rotation speed of the engine 107 is 6000 rpm and the throttle opening is 2 degrees, for example, belongs to the driven region C. In this case, the CPU 502 determines that the engine 107 is in the driven state.
Furthermore, the state where the rotation speed of the engine 107 is 6000 rpm and the throttle opening is 6 degrees, for example, belongs to the boundary region A. In this case, the CPU 502 determines that the engine 107 is in the boundary state.
Note that the boundary state refers to the state of the engine 107 when the torque transmitted from the crank 2 (
(c) Timing of the output adjustment of the engine
Next, the timing of the output adjustment of the engine 107 by the CPU 502 is described with reference to the drawings.
Note that
First,
The detected value (voltage value) of the load sensor SE6 is increased in accordance with the increase of the operation amount of the shift pedal 11 (
With the engagement of the fixed gear 51 with the sliding gear 53 released, the driver lifts his/her foot off the shift pedal 11. Thus, the detected value of the load sensor SE6 drops from the maximum value a to zero, as shown in
As shown in
Note that deflections or play exist in each structural element of the transmission operating mechanism 111 (
Here, in the present preferred embodiment, the output adjustment of the engine 107 is started at a point t2 where the detected value (voltage value) of the load sensor SE6 reaches a value b, and the output of the engine 107 is subsequently reduced. Thus, the rotation speed of the engine 107 is decreased as shown in
Note that there will be substantially no play in each structural element of the transmission operating mechanism 111 and the shift mechanism 7 when the detected value of the load sensor SE6 reaches the value b in the example of
Moreover, the output adjustment of the engine 107 is finished at a point t4 where the engagement of the fixed gear 51 with the sliding gear 53 is released and the detected value of the shift cam rotation angle sensor SE4 (
Note that since the engagement of the fixed gear 51 with the sliding gear 53 is released at the point t4, the detected value of the load sensor SE6 becomes a value a1 that is slightly lower than the maximum value a, as shown in
Next,
As shown in
With the engagement of the fixed gear 51 with the sliding gear 53 released, the driver lifts his/her foot off the shift pedal 11. Accordingly, the detected value of the load sensor SE6 is increased from the minimum value −a to zero, as shown in
The detected value (voltage value) of the shift cam rotation angle sensor SE4 is gradually increased in accordance with the increase of the operation amount of the shift pedal 11 by the driver, and is rapidly increased due to the release of the engagement of the fixed gear 51 with the sliding gear 53, as shown in
Here, in the present preferred embodiment, the output adjustment of the engine 107 is started at a point t6 where the detected value (voltage value) of the load sensor SE6 reaches a value −b, and the output of the engine 107 is subsequently increased. Thus, as shown in
Note that there will be substantially no play in each structural element of the transmission operating mechanism 111 and the shift mechanism 7 when the detected value of the load sensor SE6 reaches the value −b, in the example of
Furthermore, the output adjustment of the engine 107 is finished at a point t8 where the engagement of the fixed gear 51 with the sliding gear 53 is released and the detected value of the shift cam rotation sensor SE4 (
Note that since the engagement of the fixed gear 51 with the sliding gear 53 is released at the point t8, the detected value of the load sensor SE6 becomes a value −a1 that is slightly higher than the minimum value −a, as shown in
As described above, the output adjustment of the engine 107 is started when an absolute value of the detected value (voltage value) of the load sensor SE6 becomes at least the value b in the present preferred embodiment. In addition, the output adjustment of the engine 107 is finished when the detected value of the shift cam rotation angle sensor SE4 becomes equal to or less than the value d in the up-shifting operation. In the down-shifting operation, the output adjustment of the engine 107 is finished when the detected value of the shift cam rotation angle sensor SE4 becomes at least the value e. Furthermore, the CPU 502 determines that the gearshift is completed when the absolute value of the detected value of the load sensor SE6 becomes equal to or less than the value c that is smaller than the value b.
(d) Control Flow
Next, details of the control operation of the CPU 502 are described.
Note that the absolute value of the detected value of the load sensor SE6 when the output adjustment of the engine 107 is started is referred to as a first threshold value in the following description. In addition, the detected value of the shift cam rotation angle sensor SE4 when the output adjustment of the engine 107 is finished in the up-shifting operation is referred to as a second threshold value. Moreover, the detected value of the shift cam rotation angle sensor SE4 when the output adjustment of the engine 107 is finished in the down-shifting operation is referred to as a third threshold value. Furthermore, the absolute value of the detected value of the load sensor SE6 in which the gearshift is determined to be completed is referred to as a fourth threshold value. In the examples of
Note that the detected value of the shift cam rotation angle sensor SE4 varies depending on the gear positions.
As shown in
Note that the first to fourth threshold values and the fifth and sixth threshold values, described later, are stored in the RAM 504 of the ECU 50 (
As shown in
When the absolute value of the detected value of the load sensor SE6 is at least the first threshold value, the CPU 502 determines whether or not the rotation speed of the engine 107 is at least the fifth threshold value (1500 rpm, for example) and the speed of a vehicle body is at least the sixth threshold value (15 km/h, for example) (step S2). Note that the speed of the vehicle body of the motorcycle 100 is calculated by the CPU 502 based on the detected value of the drive shaft rotation speed sensor SE5. Effects of providing the process of the step S2 will be described later.
When the rotation speed of the engine 107 is at least the fifth threshold value and the speed of the vehicle body is at least the sixth threshold value, the CPU 502 determines whether or not the up-shifting operation is performed by the driver (step S3). Note that the CPU 502 determines that the up-shifting operation is performed when the detected value of the load sensor SE6 is a positive value, and determines that the down-shifting operation is performed when the detected value of the load sensor SE6 is a negative value.
When the up-shifting operation is performed by the driver, the CPU 502 determines whether or not the engine 107 is in the driving state (step S4) as shown in
Next, the CPU 502 determines whether or not the detected value of the shift cam rotation angle sensor SE4 is equal to or less than the second threshold value (corresponding to the value d of
The CPU 502 determines that the engagement of the fixed gear 51 (
Next, the CPU 502 determines whether or not the absolute value of the detected value of the load sensor SE6 is equal to or less than the fourth threshold value (step S8). Note that the CPU 502 may determine whether or not the absolute value of the detected value of the load sensor SE6 is smaller than the fourth threshold value for a predetermined period or longer in the step S8, since the detected value of the load sensor SE6 includes noises in some cases.
When the absolute value of the detected value of the load sensor SE6 is equal to or less than the fourth threshold value, the CPU 502 determines that the gearshift is completed, and performs a normal control as shown in
When the engine 107 is not in the driving state in the step S4 of
When the engine 107 is in the boundary state, the CPU 502 proceeds to the step S8 without adjusting the output of the engine 107. Note that the engaging force of the sliding gear 53 (
When the engine 107 is not in the boundary state, that is, when the engine 107 is in the driven state in the step S10, the CPU 502 lights the notification lamp 60 (
Note that the fixed gear 51 (
Moreover, lighting of the notification lamp 60 enables the driver to easily recognize that it is difficult to operate the gearshift because of the control by the CPU. This enables the driver to quickly stop the shift operation. As a result, the drivability of the motorcycle 100 is further improved.
The CPU 502 proceeds to the step S8 after lighting the notification lamp 60 in the step S11.
When the detected value of the shift cam rotation angle sensor SE4 is greater than the second threshold value in the step S6, the CPU 502 waits until the detected value of the shift cam rotation angle sensor SE4 becomes equal to or less than the second threshold value. That is, the CPU 502 continues the output adjustment of the engine 107 until the engagement of the fixed gear 51 with the sliding gear 53 is released.
When the absolute value of the detected value of the load sensor SE6 is greater than the fourth threshold value in the step S8, the CPU 502 waits until the absolute value of the detected value of the load sensor SE6 becomes equal to or less than the fourth threshold value.
When the up-shifting operation is not performed by the driver in the step S3 of
Next, the CPU 502 determines whether or not the detected value of the shift cam rotation angle sensor SE4 is at least the third threshold value (corresponding to the value e of
When the detected value of the shift cam rotation angle sensor SE4 is at least the third threshold value, the CPU 502 determines that the engagement of the fixed gear 51 (
When the engine 107 is not in the driving state in the step S12 of
When the engine 107 is in the boundary state, the CPU 502 proceeds to the step S8 of
When the engine 107 is not in the boundary state in the step S16 of
When the detected value of the shift cam rotation angle sensor SE4 is less than the third threshold value in the step S14, the CPU 502 waits until the detected value of the shift cam rotation angle sensor SE4 becomes at least the third threshold value. That is, the CPU 502 continues the output adjustment of the engine 107 until the engagement of the fixed gear 51 with the sliding gear 53 is released.
When the absolute value of the detected value of the load sensor SE6 is less than the first threshold value in the step S1 of
In addition, when the rotation speed of the engine 107 is less than the fifth threshold value or the speed of the vehicle body is less than the sixth threshold value in the step S2, the CPU 502 proceeds to the step S11 of
Note that since the output of the engine 107 is not adjusted in this case, a rapid change in the output of the engine 107 is prevented during low speed driving. This prevents the rear wheel 115 (
Furthermore, in this case, the fixed gear 51 (
Moreover, lighting of the notification lamp 60 enables the driver to easily recognize that it is difficult to operate the gearshift because of the control by the CPU 502. This enables the driver to stop the shift operation quickly. As a result, the drivability of the motorcycle 100 is further improved.
(5) Effects
(a) As described above, the output of the engine 107 is decreased by the CPU 502 when the engine 107 is in the driving state when the driver performs the up-shifting operation or the down-shifting operation in the present preferred embodiment. In addition, the output of the engine 107 is increased by the CPU 502 when the engine 107 is in the driven state when the driver performs the down-shifting operation. Accordingly, the pressure (engaging force) generated in the contact surface of the fixed gear 51 and the sliding gear 53 is reduced, so that the driver can perform the clutchless shifting smoothly.
(b) The CPU 502 performs the normal control when the engine 107 is in the boundary state when the driver performs the up-shifting operation or the down-shifting operation. That is, the output of the engine 107 is not adjusted when the torque having at least a predetermined value is not transmitted between the engine 107 (the crank 2) and the transmission 5 (the main shaft 5a).
Here, as described above, the large pressure (engaging force) is not generated in the contact surface of the fixed gear 51 and the sliding gear 53 when the torque transmitted between the engine 107 and the transmission 5 is small. Thus, the driver can perform the clutchless shifting easily even though the output of the engine 107 is not adjusted. In this case, shocks generated by the adjustment of the output of the engine 107 can be prevented, so that the drivability of the motorcycle 100 is improved. This enables the driver to enjoy comfortably driving the motorcycle 100.
(c) Providing the boundary state can prevent the output control of the engine 107 that should be performed in the driven state from being performed in the driving state, and prevent the output control of the engine 107 that should be performed in the driving state from being performed in the driven state. This can avoid the output of the engine 107 from being adjusted improperly even if the determination as to whether the engine 107 is in the driving state or the driven sate cannot be properly made because the engine 107 is in the vicinity of the boundary between the driving state and the driven state. This enables the clutchless shifting to be smoothly performed, and improves the drivability of the motorcycle 100.
(d) In the present preferred embodiment, the control by the CPU 502 makes it difficult to operate the gearshift when the engine 107 is in the driven state when the up-shifting operation is performed by the driver. This can prevent the transmission 5 from being shifted up during the deceleration of the motorcycle 100. As a result, the rapid increase in the speed of the motorcycle 100 is prevented during the deceleration, and the drivability of the motorcycle 100 is improved.
(e) When the motorcycle 100 is driven at a low speed, the control by the CPU 502 makes it difficult to operate the gearshift. Accordingly, the rapid change in the speed of the motorcycle 100 is prevented during low speed driving. This prevents the rear wheel 115 from slipping, and improves the drivability of the motorcycle 100.
(f) When it is difficult to operate the gearshift, the notification lamp is lit by the CPU 502. In this case, the driver can easily recognize that the CPU 502 makes it difficult to operate the gearshift. Thus, the driver can quickly stop the shift operation. As a result, the drivability of the motorcycle 100 is further improved. In addition, the driver can easily determine whether or not a failure is occurring in the motorcycle 100 by confirming the state of the notification lamp 60, even if the clutchless shifting cannot be performed.
(g) Note that an appropriate period of time for the output adjustment sometimes cannot be ensured when the adjustment of the output of the engine 107 is finished based on the rotation speed of the engine 107, the elapsed time after the shift operation or the like. Thus, the clutchless shifting cannot be performed smoothly in some cases.
In contrast, the adjustment of the output of the engine 107 is determined to be finished based on the detected value of the shift cam rotation angle sensor SE4 in the present preferred embodiment. Accordingly, the adjustment of the output of the engine 107 can be finished at the most appropriate timing regardless of the operation amount and the operation speed of the shift pedal 11 by the driver. This enables the clutchless shifting to be performed more quickly, and easily makes the output of the engine 107 stable.
(h) In addition, the ignition of the fuel-air mixture by the ignition plug 78 is stopped, so that the output of the engine 107 is decreased in the present preferred embodiment. In this case, the output of the engine 107 can be rapidly decreased. This enables the clutchless shifting to be performed quickly.
(i) Furthermore, the state (the driving state, the boundary state and the driven state) of the engine 107 is determined based on the driving state determination data stored in the RAM 504 (ROM 503) in the present preferred embodiment. In this case, a sensor for detecting the transmission state of the torque is not required, so that a production cost of the motorcycle 100 can be reduced.
While the output of the engine 107 is decreased by stopping the ignition of the fuel-air mixture by the ignition plug 78 in the step S5 of
Moreover, while the adjustment of the output of the engine 107 is finished immediately after the engagement of the fixed gear 51 with the sliding gear 53 is released (at the point t4 in
Furthermore, while the state (the driving state, the boundary state and the driven sate) of the engine 107 is determined based on the driving state determination data in the above described preferred embodiment, the state (the driving state, the boundary state and the driven sate) of the engine 107 may be determined by other methods.
For example, a three-dimensional map that shows the relationships among the rotation speed of the engine 107, the throttle opening of the ETV 82 and the torque (driving force) generated by the engine 107 may be stored in the RAM 504 (ROM 503) in the ECU 50. In this case, the torque generated by the engine 107 can be derived from the three-dimensional map based on the rotation speed of the engine 107 and the throttle opening of the ETV 82. Then, it may be determined that the engine 107 is in the driving state when the derived torque is a positive value of at least a predetermined value, that it is in the boundary state when the absolute value of the derived torque is less than the predetermined value, and that it is in the driven state when the absolute value of the derived torque is a negative value of at least the predetermined value.
In addition, while the notification lamp 60 is used as a notification device for the driver in the above described preferred embodiment, other notification devices may be used. For example, a device that generates sound, vibration or the like may be used instead of the notification lamp 60.
While the motorcycle 100 has been described as an example of a vehicle in the above described preferred embodiments, the vehicle may be another vehicle, such as a three-wheeled motor vehicle, a four-wheeled motor vehicle or other suitable vehicle.
In the following paragraph, non-limiting examples of correspondences between various elements recited in the claims below and those described above with respect to various preferred embodiments of the present invention are explained.
In the above described preferred embodiment, the load sensor SE6 is an example of a detector, the CPU 502 is an example of an engine output adjuster, the fifth threshold value is an example of a second value, the sixth threshold value is an example of a third value, the rear wheel 115 is an example of a driving wheel, and the notification lamp 60 is an example of a notifier.
As the elements recited in the claims, various other elements having the structure or function as recited in the claims may be employed.
While preferred embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.
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